Publicly and privately owned PEVs may charge at state office locations if the vehicles are used for state business, conducting business with the state, or as commuter vehicles. Additionally, contingent upon funding, the state must install electrical outlets suitable for charging PEVs in each of the state's fleet parking and maintenance facilities as well as every state-operated highway rest stop. The Washington Department of Enterprise Services may report to the governor and the legislature on the amount of electricity consumed and the number of PEVs using state-owned charging equipment if it represents a significant cost to the state. (Reference Revised Code of Washington 43.01.250, 43.19.648, and 47.38.075)

Every other year, the Washington Departments of Ecology and Commerce must report to the governor and legislature on the total GHG emissions in the state for the previous two years. To reach these goals, the state will ensure that vehicles sold in the state meet stringent emissions standards; work with farmers, entrepreneurs, fuel distributors, and retailers to ensure that biofuel feedstocks are grown in Washington; ensure that refiners, blenders, and distributors of biofuels create jobs in the state; and strive to make it possible for the public to purchase fuel blends that reduce dependence on imported oil. For more information, see the Washington Department of Ecology's State Agency Climate Leadership website.

Any regional transportation planning organization containing a county with a population greater than one million must collaborate with state and local governments to promote PEV use, invest in PEV charging infrastructure, and seek federal or private funding for these efforts. Collaborative planning efforts may include: 1) developing short- and long-term plans outlining how state, regional, and local governments may construct electric vehicle supply equipment locations and ensure that the infrastructure can be electrically supported; 2) supporting public education and training programs on PEVs; 3) developing an implementation plan for counties with a population greater than 500,000 to have 10% of public and private parking spaces ready for PEV charging by December 31, 2018; and 4) developing model ordinances and guidance for local governments for site assessment and installing PEV infrastructure. (Reference Revised Code of Washington 47.80.090)

State and local governments may lease land for installing, maintaining, and operating EVSE or electric vehicle battery exchange stations for up to 50 years for at least $1 per year. Additionally, the installation of battery charging and exchange stations is categorically exempt from the Washington Environmental Policy Act. (Reference Revised Code of Washington 79.13.100 and 43.21C.410)

PEV infrastructure is defined as structures, machinery, and equipment necessary and integral to support a PEV, including battery charging stations, rapid charging stations, and battery exchange stations. A battery charging station is defined as an electrical component assembly or cluster of component assemblies designed specifically to charge batteries within a PEV. A rapid charging station is defined as an industrial grade electrical outlet that allows for faster recharging of PEV batteries through higher power levels. A battery exchange station is defined as a fully automated facility that will enable a PEV with a swappable battery to enter a drive lane and exchange the depleted battery with a fully charged battery through a fully automated process. Infrastructure must meet or exceed any applicable state building standards, codes, and regulations. (Reference Revised Code of Washington 19.27.540, 19.28.281, and 47.80.090)

Jurisdictions must develop regulations to allow the use of PEV infrastructure and battery charging stations in all areas except critical areas or areas zoned for residential or resource use. The Washington Department of Commerce included a model ordinance, development regulations, and guidance for local governments for site assessment and installing PEV infrastructure in Electric Vehicle Infrastructure: A Guide for Local Governments in Washington State. This requirement applies to jurisdictions that meet specific location criteria and is contingent upon federal funding. Additionally, cities or municipalities may adopt incentive programs to encourage retrofitting of existing structures capable of charging PEVs. (Reference Revised Code of Washington 35.63.126, 35.63.127, 35A.63.107, 36.70.695, 36.70A.695, and 43.31.970)

The Washington Utilities and Transportation Commission (Commission) may not regulate the rates, services, facilities, or practices of an entity that offers battery charging facilities to the public for hire. The exemption does not apply if the entity is otherwise subject to Commission jurisdiction as an electrical company, or if an entity's battery charging facilities and services are subsidized by any regulated service. A utility may offer battery charging facilities as a regulated service, subject to Commission approval. (Reference Revised Code of Washington 80.28.320)

The Washington Office of the Governor established a work group to assess the state government's role in cultivating the safe development of automated vehicles. The work group includes representatives from the Washington Departments of Transportation, Commerce, and Labor, as well as the Washington State Patrol, Traffic Safety Commission, and the Governor's Office. The group will collaborate with industry representatives, stakeholders, and government representatives, to request updates on autonomous vehicle pilot programs and inform proposed changes to policies, rules, and statutes within the state. (Reference Executive Order 17-02, 2017)

The Washington State Department of Ecology (Ecology) will work with the Washington State Department of Transportation (WSDOT) to select projects and distribute funding to leverage 15% of Washington's portion of the Volkswagen Mitigation Trust Fund for the acquisition, installation, operation, and maintenance of light-duty zero-emission vehicle (ZEV) charging infrastructure.

Ecology will establish a competitive process to identify and select projects to fund with the remaining 85% of the appropriation to maximize total air pollution reduction and health benefits, improve air quality in areas disproportionately affected by air pollution, leverage additional matching funds, achieve substantial emission reduction beyond what would occur absent the funding, accelerate fleet turnover to the cleanest engines, and accelerate adoption of electric vehicles, equipment, and vessels. As appropriate, Ecology will work with WSDOT to select projects and distribute funding. For more information, see Ecology's Volkswagen Federal Enforcement Action website.